Automatic safety gate for railway crossings



Sept. 14, 1926. 1,600,087 C. E. BROWN AUTQMATICSAFETY GATE FOR RAILWAY CROSS INGS I Filed March 14, 1921 s Sheets-Sheet 1 WITNESS Spt. 14-, 1926. 1,600,0 7

20'. E. BROWN AUTOMATIC SAFETY GATE FOR RAILWAY CROSSL KNGS Filed March 14, 1921 3 Sheets-Sheet 2 ,5 7'0 71 72- INVENTOR w %%W/@ v I 4. BY I ATTORNEY WITNESS Sept. 14 1926. 7 1,690,087

C. E- BROWAN AUTOMATIClSAFETY GATE FOR RAILWAY CHOSSINGS Filed March 14. 1921 3 Sheets-Sheet 5 %M a l i 1" BY mom WITNM with each gate unit 3O the apparatus com- Patented Sept. 14, 1926. s I

UNITED STATES PATENT OFFICE.

CLARENCE E. BROWN, OF CLARKSIBURG, WEST vIReINIA.

' AUTOMATIC sArE'r GATE Eon R IL-WAY oRoss IGs.

Application filed March 14, 1921. Serial No. 452,007.

The object of my present invention-is the provision of an automatic crossing gate con trolled by a train and a vehicle 1n such manhereinafter described and definitely claimed.

In the accompanying drawings,forming part 'hereof:

Figure 1 is a general plan view '-1llus-' trative of the arrangement of my improvement relatively to a. railway and 'a. road that intersects the same. p Figures 2 and 3 are elevations taken" at 7 right angles to each other and showing the gate arrangement. V I v Figures 4 and 5 aresections SllOWlIlgOIlQ platform and Its appurtenances.

'Figure 6 is a diagrammatic view 'ill'us trative of the electrical arrangement'andthe electro-mechanical devices employed.

Similar numerals designate corresponding parts in all of the views of the drawings.

Among other elements my improvement comprises a circuit "controlling device 1.. This device 1 is generally similar to the con trolling device disclosed in my Patent Number 1,331,316 of February 17,1920, andneed not therefore be described in detail except" to say that it includes a switch 3 and solenoids 1? and 2, said solenoids being designed to move the switch 3toward the right and the left so as to cause the switch 3 tocontact with the terminals 5 and 4, respectively,

The apparatus also comprises solenolds 6, one of which is shown in Figure 6 in series with the rails 6 of the railway and an axle 59 of a train when a train moves into the danger or operating zone. Levers 7 are employed in conjunction with the solenoids 6, and the energization of each solenoid 6 serves to bring about rocking of its lever 7 whereby the inner arm of the lever which is weighted as indicated by 7 will be raised against a stop 7*. Each lever 7 is arranged substantially as illustrated rela- I V 10, provided said'lever 10 has been raised by tively to a platform 8, the two platforms 8 being located in the operating or danger zone and each adapted to be'depressed by the weight of a vehicle when the vehicle is positioned thereon. The apparatus further includes gate units 30, and in combination prises a cable drum 31, electric motor 32, a

cable 33, a pushrod- 11, a source of electric energy 34, terminals 9 and 19, Figures 4 and 6, a lever 18, connected at 18 with a lever 10 .andalso with the lever .7 terminals 15,16 and 17 and terminals 12, 13 and 14 Figure 6. At' 40 are the bearings of'the pivoted, vertically-swingable platforms 8,

and at 41 aretheweights, with which the platforms are equipped, one weight to each platform, the weights 41 serving to yieldingly maintainvthe platforms 8 in horizontal position and-to return the platform to. said position.

As illustrated each gate 30is preferably in the form of a skeleton steel structure, and

I prefer to equip each gate frame designated by 30 with a redincandescent lamp 42v as illustrated. I would also have it here under stood that I prefer to employ 'a' hand switch 43, Figure 6, so that the .gate'operating means'maybe put out of commission when desired; The said switch 43 is shown by full lines in Figure 6 in position to render the gate operating means inoperative, and

in this connection it will be understood that whenthe gate operating mechanism'isto be operated the switch 43 willbe arranged in 1 contact with the terminal 43", as indicates by dotted linesfin Figure 6. When deemed expedient an audible signal such as an electric bell 44 may be arranged to be put inoperation on the closing of the gate shown in Figure 6; I

Also when deemed expedient bypasses or roads indicated by 50 in Figure 1 may be provided at the sides of the main road 49. and around the gate units30, preferably at the right "hand sides of the two approaches to the crossing. The said by-passes or roads '50 are adapted to be used with caution bythe party in'charge of a vehicl-e at times when the gate units are out of order and are in closed position notwithstanding the absence of an approaching train. It will be readily understood that when a vehicle moving in either direction'depresses one plat-for1n-'8,'a'contact willbe made be-;

tween oneterminal' 9 andthe adjacent lever device 1. At this time ,themotor 32 will be operated and the "gate unit 30 adjacent to said platform 8 'will be lowered until' the gate engages the lower arm 11 on the push rod 11 and through the medium of a vertically-movable switch "member *11, Figure 6,

including arms 51; 52, 53 and 54 opens the v I I I I I II I the weight 7 ancPthel'ever 7 against the motor circuit at te'rminals lQ, 1 3an'd'1 4 and closes the switches 15, 16 and 17 to stop the motor 32 and afford the reverse connections to the motor 32;;for the subsequent raising of theggate. It follows from this that when a train. passes from the operating ordanger zonea n'd thereby deenergizes the solenoid 6,

I 'souree--of-energy 34, throughthewire tithto the solenoid 6, -and r om the I solenoid '6 --to the switch-543 through the wire 6 5,--then'ce;to

the weight 7? willmove the inner; armof the lever 7 downwardly and make a contact between the elements 18 and 119 with the result thatthe circuit including thesolenoid' 2 will be completed -ancl the said solenoid 2 I will, move the switch 3toward the right and thereby again com -plete [the-I motor I circuit and ai et ea temeri s r pers-mos r tion. NYhengthegate strikes the upper arm -ll of the push "rod 11 incident to the up-;

Ward movement-ofthe gate, thecircuit will beopenedat theipointsle, 16 and 17, the motor will bestopped, and the rgate willbe suspended and held in rais'ed" position in readiness for: operation when the next train and vehicle concurrently enter the operating rr eerr e I a i I Manifestly the source of energy 34 may Whene pedient be ,a storage battery 'or a wet cell baaq and the motorsg32 may eaeh be of a capacity'of from 6 tollZvolts so as to be properly operable by the said battery. By reterence to Figure6 it will be under stood that the dottedflline representation designated by 59 isa'trainon the railway track 6*? andi's disposed in elosegproximity to the v intersecting roadway 49, and-- -it I will I also-be understood'thatthe main returnwire I of the electric system,- ;i. e. ,the ;-w;ire tl1at leads to the negative 'poleof the source ofelectric energy .34 is designated by the numeralg 66, while one of thewires inconnection with the positive pager the source= ;of energy-34 is designated by 60 and the-other wire 'jb-y 60 which is interposed between the solenoid I 6 andthe source of-energy 34.

WVhen the switch 43'is in the dotted Zline position asshown in Figure 6, 'the ;1neohanism is in readiness for operation. Therefore,'when a train-asdisclosed at 59 reaches a predetermined point spacedfrom the roadway 49, the apparatus ;or mechanismfor operating the gate=-30 will be put in; readi- I ness for thelowering of the gate which will be lowered'pro-vided a vehicle-passes over and depresses either of the" platforms 8, but

in the; event new vehicle does not depress either of theiplatformsgand the train 59 --is I I I I I I I to'gthe negative sideof the source of current.

disposed as; shown, current passes from the one tracl6 through the wire 67 through the car wheels'of the train 59 andthe other stop T and also pulls the lever 18 out of "Contact with 'itsterminal 19, and lifts the lever lO nearer to the terminal or contactt),

butlnot in contact therewith, .this action: is

all I that takes ,place while the train in position -as indicated, the train operating to hold the mechanism in thisfpositio'n until the same has passed beyond thepredetermined zone adjacent the roadway 49; then the solenoid 6 is deenergizedand allows the weight '7 to return the respective levers'to their normal {position as; shown in. Figure 6. t It w ll be noted that the s x wlreconnec tions, namel the solenoid"6,fterminal'I9,

lever 10 lever 18 and terminal "19 are'each provided with a branch wire which extends to 'thefsi-milar elements of 'thejplatform which is arranged opposite the platform 8 illustrated at the bottom bf saidfFigurefti,

being understood that the circuit arrangement is the same for the. two "sets ot plat form appurtenances referred to, and if neither of the platforms 8:arefldepressed the gate will write lowered notwithstanding the proximity of the train to the crossingor roadway In the eve are depressed, it will be a -pparent from the a a. hat av in 91 's F r'oadway49 andzeither of the; platforms 8 above that" the solenoid 6 is energized and the lever 10 raised so that-the wei 'ht vehicle bydepressing the platformwill cause agconta ct to be made between! the lever 10:

and the contact terminal 9. When-this action takes place; the currentfgoes from the positive side;o l' the SOUICGgOIf energy 34 to thegswitch b lade through the medium of thewire and th ence crosses to the terminal 5 to the lever 10 through the medium of-t'he wire 61 and thence to contact 9 through" wire 62 to the solenoid l and back tothe negative side of the source of energy '34 v r thro-ughwires 63, 64 and 66 so asto enera v gize the solenoid: 1 m} pull the switch blade 3 out of contact from terminal 5 Witl'1'SIl'illcient momentum to arrange the switch blade II 3 into contact with the terminal 4 as will be readily apparent. When this last'mentionedcireuit has been completed; the current goesfrom the source of energy 34 to the switch vblade 3, to contact terminal 4, throughwire 80, Wire-83 throughelectric bell"44,- through Wire 85, to lamp 42, through wire 8 6, wire 69, and thencethro-ugh wire 66 ri1 a l1 M 14 a h t i s to 1 rise. -It will-also be seen that the current-v will travel to the lever 18 throughthe medium of the'wire 81 as. shown .and as this lever 18 is'out of contact with the member-19, this source ofcurrent terminates with the lever 18. The current also. goes to the terminal 14, also through the medium of the wire 81 and crosses the terminal-54 to'shunt field of motor and-thence goes back to the negative side of the source of energy through the medium of the Wire 82, and the wire 66. This passage of current will energize the shunt field ofthe motor. and it will also be notedthat the current. further extends to the terminal 12,'crosse's the terminal '52 to the armature of motor, back to the terminal 53 and terminals 13.and 17 and thence back to the negative sideof the source of energy through the medium of the wire 99, wire 82 and wire 66 thereby running the motor and causing the gate to descend and obstruct the roadway, the gate indescending will strike the arm 11? with the result .the switch 11 is lowered and opens the motor circuit by causing the terminals 52 and 54'to be arranged out ofcontactwiththe terminals 12 and 14 thus stopping the motor'with the gate in its downward position with the bell ringing and the lamp burning. The rod 11 is frictionally'held in the sleeves 11 and therefore it will be obvious that the descending of the gate willnot be accompanied by the droppingof the rod until the gate engages the arm 11". The push rod 11-when in its down position also causes the terminals 51, 52 and 53 to contact terminals 15, 16 and 17 and the gate will remain in its closed position as long as the train holds the solenoid 6 energized, but when the train has passed beyond the zone near the roadway 49, it will be obvious that the solenoid 6 will be deenergized with the result that the weight 7 pulls the lever 18 back in contact with the terminal 19 or in the position as shown in Figure 6, and then the current will follow from the source of energy 34 to the switch blade 3 through the wire 60 thence to terminal 4 and to the lamps and bell through the wires as above set forth and it should here be noted that the lamp and bell has been ringing the entire time that the train is within the zone about the roadway 49, the current also flows .to the terminals 14 and 12 through the respective wires as above set forth, but it will be remembered from above that the motor current is open as the switch 11 is arranged in its downward position, with the result that the current will go to the lever 18, contact terminal 19, thence to solenoid 2 through the medium of the wire 90 so as to pull the switch blade 3 out of contact with the terminal 4 thereby opening the circuit of the solenoid 2 and with suflicient momentum that the lever 3 contacts with the terminal 5, the current will then go to the lever 10 through the medium of the wire 61 as shown, but

the entire platform appurtenances.

since the lever 10 is outof contact from the terminal 9 the current will stop with the lever 10, but the current will also rise to the terminal 51 through the medium of the wire 93. and the terminal 51 has been lowered'in that the rod 11 is in its lowermost position, this terminal51 is in contact with the terminal or contact button 15, from the Ward position and not as shown in'Figure 6,

with the result'the current-will flow from the terminal 16 through the terminal 53 thence to the armature of the motorin the opposite direction from the direction taken when it runs the gate down, from the armature of the motor the current returns to the terminal 52 through the medium ofthe wire 98, thence to the terminal 17 terminal 13 and back to the negative side of the source of energy through the medium of the wire 99, wire 92 and wire 66 thereby causing a reverse of the current inthe armature for running the gate to its uppermost position. WVhen the gate reaches its uppermost position it will strike the upper arm 11 and returns the switch 11 toits normal position as disclosed in Figure 6, thereby opening the shunt field of the motor byleaving the terminal 15 and opening the armature of the motor by leaving the terminals 16 and 17, thereby stopping the motor and leaving the gate in its uppermost position with all of the mechanism ready for the next train and vehicle. t

It will be noted that the circuit for the solenoid 6 is shown by full line arrows in Figure 6 while the circuit for the motor, bell, lamp, and the reversing switch which includes the terminals 51, 52, 53, 54 terminals 15, 12, 17, 13, 16 and 14 is shown by arrows in dotted lines so that these respective circuits may be distinguished. When referring to the solenoid 6 with respect to the arrows in full lines it will also be noted that the arrows in full lines take in the circuit for The hand switch 43 when thrown to the left in Figure 6 so as to engage the left hand terminal will also close the gate and this switch is primarily designed for the gate keeperso he can actuate said gates without waiting I for a passing of a train to ascertain whether or not the gates are in running order.

Having described my invention, what I claim and desire to secure by Letters-Patent, is

1. A railway crossing gate, in combination with electroinechanieel means te pot the gate intoropemtion ;*said1inieansineludinga device controlled. by a train'when in an operating-or danger zone, and zusecond iolevice operatedby & vehicle when in. an: operating oriidanger zone, whereby eloseproxiniity of atrain: 23nd vehicle aire necessary for the lnoveinentao'f the-gate into wvoirking position. 7

25A railway crossingigate, in combination with electro-nieehanical means 1 'to pnt thel gate into operation; :s'a-id ineains including .a device eOntrOlledlbyi aetminwhen in an operating or danger :z'one, and afi-seeond device operated by a vehicle When in an operating or. danger zone, 'Z-WllQI'E-bY 1 close proximity of a train and vehicle are necessa'i'y fonthe movelnntoffthegate into work- :i-ng positiemiandihe 'train device including n sol'enoidg and the vehicle device a platform and-circuit closing means, andfthe circuit closing 'nieansfbeing associated with the gate.

A railway crossing. gate;.in:eon1hinaton with 1 elect-fo-meehanical means to pnt vthe gate intomperation {said liiie'ansi-inolludinga device controlled i by airtralin vvihenrin an 'operatingx Ora-danger: zne,: and: a second devi'e operated a; vehicle When-inf @111 operating or danger zone, -W1'1e1eby close-proximity of 'atrain and Vehielenme"necessary for iihe movement of the g ate- :into Working: position, and: unea ns associated with saideg'eite to? raise and 'lower same. 1

4;. A railway cros'si'ng rgat'e; ilreombination with E electro-inech'z nieal Ineans to jut the gate into :operauon ;.sa 1d ineans including-a d'evlee controlled byz.avtralfiwhen: inan "operating or idangerzone, i and" a second device cont-rolled by vehicle when: in ian operating or danger zonei-"wherehy i c'loseqai'b'ximityi efra train 'anclvelneleme necessary: for the' mo'vement of the-agate. into Working: position said devices being iso COHStT-UCtQCl and arranged Fthat the. :gate cannot'be rr'etmlned to idle positioniuntil afterfthe train moves out of the klzingerzone. V

, In: testi 1n o-nyiWh'ereof- I! afi'ix my is'ignature.

-eenAR NeEQE..-;B OWN. 

